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HomeMy WebLinkAbout06/15/1993, 8 - DETERMINATION OF SETBACK LINE AND ACCESS CONTROL, ORCUTT ROAD - BROAD STREET TO LAUREL LANE. MEETING DATE: city of sanittis OBISPO June 15, 1993 SIM COUNCIL AGENDA REPORT NUMBER: FROM: Mike McCluskey, Public Works Diree � V 01 Prepared by Wayne Peterson, City Engineer____'' SUBJECT: Determination of Setback Line and Access Control, Orcutt Road- Broad Street to Laurel Lane. CAO RECOMMENDATION: By motion: A. Direct staff to prepare an ordinance establishing setback line for Orcutt Road based upon Alternate 3; and B. Direct staff to prepare an ordinance establishing access limited to two points on the South side of Orcutt Road between Broad Street and the Southern Pacific Railroad. BACKGROUND: The City Council considered alternative street right-of-way widths for this portion of Orcutt Road at its meetings August 27, 1991 and January 21, 1992. The adopted setback line maps for this street established a total right-of-way width of 84 feet which allows for a 64 foot wide street. Council was interested in a new, wider, right-of-way to allow for a wider, better landscaped median island. Other topics discussed by the Council at the meetings were bike lanes, and access control. The current setback plan provides for two traffic lanes, 11 feet wide in each direction, a 10-foot median area for either an island or turn pocket, and a five-foot bike lane at each curb line. The sidewalks would be 6 feet wide, integral with the curbs, and a 4-foot parkway behind the sidewalk. STREET RIGHT-OF-WAY The Council considered three alternatives to this design and they were discussed at length as shown in the attached memos of those meetings. The favored design was "Alternate 3". This alternative required an additional 30 feet of right-of-way on the south side of Orcutt Road for a total of 114 feet of right-of- way. The street design provided two travel ways, 32 feet wide on either side of a 22-foot wide median. The travel ways were divided into two 12-foot traffic lanes and an 8-foot wide bike lane. Behind the curbs was a 10-foot parkway and beyond that a 4-foot detached sidewalk. �r J �'911��'�iiilllllllllj1°1p'I' jl city of San '�_.,s OBISPO �illll COUNCIL AGENDA AGENDA REPORT I Orcutt Road Widening Meeting of June 15, 1993 Page Two.. I ACCESS CONTROL: Council was concerned about access control from the south side of Orcutt Road in this block for two reasons. One was the desire to avoid any reduction in median landscape area due to the provision of turn pockets. The second was a desire to construct a class one bikeway. However, "Alternative 3", the favored option, did not provide for a class one bike lane but did retain the full landscaped median without I turn pockets. COUNCIL DIRECTION: The Council at the meeting of January 21, 1992, did not make a final decision on the subject but instead referred it to staff to be brought back either after the Circulation Element was adopted or a development . that impacted the decision was proposed. While the Circulation Element is pending, a developer is proposing a project along Orcutt Road just west of the railroad tracks. Thus, in order to give clear direction to the developer of City requirements, a decision on right-of-way and access control needs prompt action. - RESOLUTION OF ISSUES: I. Right-of-way The Council favored "Alternate 3" a 114-foot right-of-way. In order to achieve this preference, staff must have direction to prepare an ordinance for adoption. This ordinance must be processed through the Planning Commission before returning to the Council for action. Staff supports this option and knows of no impediments to proceeding with the necessary ordinance. I As with all other plans of this nature, where right-of-way takes are greater than normal, the City will have to negotiate with the property owner for purchase of the excess right-of-way. In this case the entire 30 feet of right-of-way necessary would need to be purchased with city funds. I II. Access Control I There are three issues to be considered. First, the need for Class 1 bikeway; second, turn pockets versus landscaping; and third, property access and environmental document conflicts. Class 1 Bikeway Alternate 3 provides:an 8-foot wide class 2-B bike lane along both sides of the street. This 8-foot strip also serves as an area for vehicles to stop outside of traffic should they have to for mechanical II����iniiiiilillllllll►►° NUT city Of San WIS OBISPO - COUNCIL AGENDA REPORT Orcutt Road Widening Meeting of June 15, 1993 Page Three. or other reasons. A separated.Class 1 bikeway outside of the street would work best with few if any vehicle or pedestrian crossings. The difficulty of constructing a Class 1 bikeway in this area is the ! numerous creek crossings and the need for yet more right-of-way (10-12 feet). Narrowing the medians and parkways would be the only way to provide a.Class 1 bikeway without requiring additional right-of- way. These issues were discussed and were part of.the reason for settling on Alternate 3 which did not provide a Class 1 bikeway. Turn Pocket Landscanins i However, the Council desired a long, wide continuous landscaped median. Creation of turn lanes would impact this desire. The median width of 22 feet allows 10 feet of width for landscaping to be continued to the nose of the median breaks. There would some limitation on the type of planting at the median breaks in order to maintain visibility for the vehicles using the breaks. Thus, addition of turn pockets would still allow for some landscaping but definitely not provide the full amount of landscaping originally I desired. . Pro M Access, EIR Conflicts i The following statements all deal with this issue: • The Council discussed prohibiting access to Orcutt Road and requiring all access to the south along Sacramento Drive. • The Circulation Element EIR also recommends against the extension of Sacramento Drive to Orcutt Road. i • The EIR for the Gas Company Annexation and the Broad Street Annexation recommended the extension of Sacramento Drive to Orcutt Road. • The Fire Department has requested vehicular access to development south of Orcutt Road along an alignment similar to Sacramento Drive extended. • The Department of Fish and Game has recommended mitigation measures which will address the environmental concerns identified in the Circulation Element EIR. • A current development proposes access to Orcutt Road at the same location as described in the Gas Company Annexation. Staff, after reviewing all of the above, feels the benefits of access to Sacramento Drive from Orcutt Road - will be highly beneficial. The reduced trip length and better internal circulation provided for employees, customers, deliveries, and for emergency access all outweigh the loss of a single g3 liilu7!!u�ll!Ilillp1°'�"���Ilil city of San tuns OBISpo COUNCIL AGENDA REPORT Orcutt Road Widening Meeting of June 15, 1993 Page Four. i continuous Class 2-B bike lane and the added turn pocket in a wide landscaped median. (There would already by an opening for Duncan Lane to the north.) This point of access complies with most statements above and only requires modification to the Draft Circulation Element which staff has already begun. There should also be an access point at the McMillan Road intersection to provide access to the remaining property south of Orcutt Road and east of Broad Street. This is a logical location for traffic movements and results only in an additional left-turn pocket in a wide landscaped median at a point where a break in the median would already occur. The access to the south would more than likely be a short cul-de-sac with no creek crossings. Therefore, Staff recommends that two points of access be planned to serve the property on the south side of Orcutt Road, one at McMillan and one at Duncan. PUBLIC COMMENT: The developer of the Parkside Research Centre has requested by letter that he not be required to provide additional right-of-way beyond that necessary for a 64-foot wide street. His letter is attached. FISCAL UvIPACT Staff estimates that the added initial construction cost to the City that would result from Alternate 3 to be $600,000. In addition to this initial cost there is ongoing maintenance cost of the landscaping. The actual-pavement area is not significantly different between the existing plan and the proposed plan, since all of the widening area is to be used for landscaping. i In addition, the cost of the future over-crossing at the railroad will be higher due to the need for retaining walls to allow the project to be built within the currently available right-of-way. Funding for all additional costs have not been identified. i i ALTERNATIVES: i There are three basic alternatives to the staff recommendation. I 1. Maintain the current setback line. This would require no additional actions. !�,I,;i�,lllIIII ��'I dIIIii City Of san -41S OBISPO Njj% COUNCIL AGENDA REPORT Orcutt Road Widening Meeting of June 15, 1993 Page Five. 2. Approve the concept of the widened street to provide for additional landscaping, but not allow any access from the south. This alternative would require the adoption of a new setback ordinance for Orcutt Road. 3. Modify the median width to 16 feet, the same width existing on Broad Street and Santa Rosa and the same as planned for Grand Ave. This would reduce the overall width of the right-of-way to 108 feet and decrease the cost and the amount of land acquisition required. This also would require the adoption of a new setback ordinance. CONCURRENCES: The Community Development Director and City Attorney concur with the recommended action. Attachments: 1) January 21, 1992 agenda report and minutes. 2) August 27, 1991 agenda report and minutes. 3) Parkside Research Centre plan (PD 220-92) 4) Excerpt from Draft Circulation Element EHZ 5) Letter from Norm Beko (4-23-93) i g:misc\orcutt.mem I� I 1 I I O �J� � L I v i City Council Meeting - Page 8 /— Tuesday,January 21, 1992-7:00 P.M. Councilman Reiss returned to the digs. BUSIN13SS ITEMS 4. RE TRAINING FACILITY E O LO A (File No. 727) Council considers dification the raining Facility Project and ECOSLO agreement At the request of staff mov by Ratlna/Roe Tman that this item be continued,*ithout discussion to a future Council Meeti otion carried u aimously (5-0). S. ORCL=ROAD WIDENING (Fiie No.531 r Councilman Reiss stated that be had to step down due to a possible conflict of interest as he was a property owner in the area. Council considered design alternatives for Orcutt Road widening (continued from 8/27/91). After brief discussion,moved by Ran that this item be continued without discussion until after refiew of the Circulation Element. Motion carried (4-0-1, Councilman Reiss being absent). Councilman Reiss returned to the dias. -'&IL WORK E iON (File.No. 112) Council could scheduling a one•day Council work session. John Dunn. City Admin five Olrcer, reviewed genda report with the recommendation that Council determine whether they desire old a on ouncil work session and,if so,establish time,date,and place. Alter d-tscussion and upo eral cons us. Council agreed that a work session would not be field at this time COMMMCATIONS COhf,, . Councilman Reiss expressed concern about :Forth County not commiting to a fair share towards the hom s shelter and suggested use of a per capita formula to provide a mo file financial contribution. 10:45 P.Mb Mavor Dunin adjourne a meetin osed session to discuss litigation City vs. Schicker. 11:05 P.M. there being no fu usiness come before the City Council, %favor Dunin adjourned the meeting to Tuesday, J 28, 1992 at 7:00 P.. . ' the Council.Chambers. BY COL-INCIL• 2 92 18 APPROVED / / (J"— Paj Voges, City k PV'cm WO S city or San 'S OBISPO M nua yTl�l, 1992 COUNCIL AGENDA REERORT ITEM NUMBER � FROM: David F. Romero, Public Works Directoi��_,/;o Wayne A. Peterson, City Eng- SUBJECT: n SUBJECT: Orcutt Road Widening - Design Alternatives CAO RECOMMENDATION: By motion adopt Alternate 3 as the new right-of-way and roadway design for Orcutt Road between Broad Street and Laurel Lane and refer median design planning for Orcutt Road easterly of Laurel Lane and for Laurel Lane between Orcutt Road and Johnson Avenue to the Median Planning Committee for recommendations. BACKGROUND: In late August the City Council considered four alternative designs for Orcutt Road between Broad Street and Laurel Lane. The Council by motion referred the report back to the staff indicating that they preferred Alternate 3 and wished to have input from the Bicycle Committee as to the design of the bike paths along the street. Other .items of concern expressed by the Council were as follows: access control on the south side of Orcutt, use detached sidewalks wherever possible, try to eliminate the need for a sidewalk on the south side of Orcutt Road by; design control of the development of the adjacent land, address a sight distance concern at the intersection with Duncan, locate a transit shelter on the street, continue the plan to the east on Laurel Lane. DISCUSSION: Bike Path Design. The Bicycle committee at their first -meeting considered the Council's request and recommended that the street be designed to accommodate bicycles in an eight-foot wide bike lane on each. side of the street. Their report is attached. Access Control on the South Side of Orcutt Road Proposals for development of the area on the south side of Orcutt Road are now being considered, but no formal applications have been received by the City. Depending on the development, the Council will be able to prohibit or severely restrict access. Sidewalk on the. South Side. The need for sidewalks on the south side of Orcutt Road is dependent to a large extent on the type of develo-orient approved by the Council in the large vacant area on the south side of Orcutt Road. Detached Sidewalks. Alternate three proposes detached sidewalks along the entire length of street between Broad Street and Laurel Lane_ Since some of the sidewalks are already constructed on the north side of Orcutt INN�r� ; i�i�" city o f San L S OBISPO * COUIMC a AGEi DAREE RT AGE Orcutt Road Widening Meeting of January 21, 1991 Page 2 . Road, they would probably renain until the property they are on is redeveloped. In any event new curbs could be reconstructed at the neva ; alignment as a part- of the median construction project. Sight Distance at Duncan intersection. Sight distance is limited at this location for viewing traffic approaching on Orcutt Road from the east. ; The proposed plan significantly improves the sight distance because : widening causes the approaching traffic to be moved southerly 14 feet to about the same location of the existing east bound lane. i Bus Shelter. In discussions with Harry Watson, Transit Manager, it .nasi discovered that there is currently insufficient ridership to justify a bus shelter. A pullout would be helpful a short distance east of Broad Street on the south side of the street. A pullout could be accommodated I within the proposed right-of-way by deflecting the curbs into the 10- ' foot landscaped area about 3 feet. This would allow the bike lane tol pass between the parked bus and the traffic. The four-foot wide sidewalks which is adjacent to the right-of-way line should be widened to 6 feet ; to allow the placement of a bench-at the back edge. If development ins the area is proposed that will increase the bus usage, then the need for ; a shelter should be re-evaluated. It should be noted that the 7 and a ! bus networks in the Short Range Transit Plan propose to eliminate servicf entirely to this portion of Orcutt Road. The appropriateness of this recommendation will be revisited prior to those service expansions being ; implemented. Continue the Plan into Laurel Lane and easterly on Orcutt Road. The plan ; could be extended both up Laurel Lane and easterly on Orcutt Road ! provided additional right-of-way is acquired. Both sides of Orcutt Road easterly of Laurel Lane have been developed and the street fully widened ! for the first 1000 feet. In order to construct even a minimum median, ; the issue of on street parking needs to be addressed. Right-of-way ' acquisition will impact existing dwellings. The westerly side of Laurels Lane between Orcutt- and Southwood could be widened to allow median ; construction. Acquisition would be difficult as almost half the distances is developed. On street parking on the east side would be difficult toi remove due to the large number of dwellings that front onto the street. 1 In the current -situation bike lanes could be marked on the street but doing so would eliminate the potential of placing left turn lanes to serve existing driveways. Since traffic volumes are relatively low ons this street this may not be an issue. If medians are installed on the street, without widening the curbs or removing parking in front of the , residential property, the medians would be narrow. They :could ' necessitate the loss of parking on one side of the street and bike lanes on both sides, or the loss of at least one traffic lane if .bike lanes are maintained. Constructing a medianadjacent to a single lane of traffic is not recommended because it prevents vehicles from passing. This is particularly a problem at this location due to the fire department,_ frequent response from Station 3 . A fire truck responding to a fire could C_I easily become trapped by disabled or stopped vehicles. - g ^inl'llliilVll�LViu %A LOY %.)I- JAI F .1 a V U I a p V Orcutt Road Widening Meeting of January 21, 1991 Page .3 . The issue of what to do with Laurel Lane and Orcutt Road east of Laurel Lane is best referred to the Community Development Department for inclusion in its City-wide review of arterial streets and their potential for medians. The problems identified with these two streets are similar to those. faced on many existing streets that they have. reviewed. The results would .be more comprehensive and consistent if included in the larger project. OTHER STAFF REVIEW: i This report has been reviewed by the Transit Manager and the Community i Development Department. Their comments are included. i FISCAL IMPACTS: The estimated cost to construct Alternate 3 was stated in the last staff report which is attached. The estimated cost to acquire the additional right-of-way, construct additional improvements including landscaped medians between Broad Street and Laurel Lane is $600, 000. . This is in addition to -the existing costs implied by the existing plan lines of. $1( 4001000. ($1, 000, 000 is direct City cost, $400, 000 may be developer L, responsibility--i.e. , paveout, cost of curb; gutter & sidewalk is not included in estimate and should be developer responsibility. ) The source of the money for these projects is the General Fund. The current 4- year CIP does not include money for this project. During the next budget cycle we should consider our obligations. Reimbursement for the basic costs may come from Traffic Impact fees. The amount would have to be 'I determined based upon how much of the improvement is related to growth. Attachments: Staff report, August 27, 19.91 Council Meeting Bicycle Committee report dated October 10, 1991. I Nora•3 wap • I I sr •„•., ./ 1 - \., :r Q • r. .•s�,a c K O /J r � V e I' � liiat a.o.■ � _ I� �� I 111111 g- 10 c ,t t i ' � � � .O t 7 �, , w' �_. _ .. p � � [� q �� __=_ -- z ° � 'c 1 4 i ?'1 i .fd I 7 � i ;�I , i rf � !�� i �II'' = i � ib�i�. e ° �I s t i� g n ...I !� F', it .. r ��I--� z o i ,. , z � _ ;�. a - � b E`•` � I .0 �� e � _ L .~-� ��`Y ,V - # �.g.D i � E 0 . Y ��=p Q N � i� � � Q ' Y __ ''^^ � VI �� s //�}}/�,,rrr��..rr � ' M `V C -,. -- , � t.1. -.� � o .:.s >, �� � I d--' _ � f � V ..:� i � i _� _. . . ..... � _ .. _ _ __. . . .. ..., ., .. V City Council Minutes Page 4 Tuesday,August 27, 1991.7:00 p.m.. B rk 1304 Oceanaire,spoke in'support of preserving boating use. fierre heson, Prefumo Canyon Road, offered to volunteer to put in some kind of picnic building from where peop ould enjoy the lake. n ilw man Ra supported Alternative I;urged that staff look at providing for guided tours and ested extending the commem five grove further into the park Councilman RoaIman suppo .Alternative I. He was not convinced that the i ptive center as proposed for the kitty pond might present ditlonal liability and maintenance an uld like the staff to look at it. Councilwoman Pinard felt the acquisitio roposals were too ' mal and would like to have the City be more active and search for open space to prop for some a other amenities that have.been requested by citizens. Councilman Reiss supported.Alternative I e also ported a protective area for children. Mayor Dunfn supported the pre ' s comments and urge that dredging be looked at as well. He would support Alternative I. After discussion and on general consensus, Council supported Park and Recreation Commission's recommendation. support,Alternative I with the changes and additions outlined in Attachment E and as made this an. Mavor Dunin declared a recess. 10:10 p.m.CIty Council reconvened;and all Councilmembers were present. 3. ORCUTT ROAD WIDEN (File No.537) Council considered design alternatives for the Orcutt Road Widening (continued from 7/16/91). Councilman Reiss stepped down due to a possible conflict of interest because he owned property in the area. Wavne Peterson. City Engineer, reviewed the agenda report with the recommendation that Council support d Option IV to allows aff to follow through with appropriate acquisition and design. This would.include a right- of-way width of terTeet•with ll-foot and.13-foot travel lanes in each direction,a 22-foot median with left turn 1, pockets,8-foot lass IIB bike lanes on each side,4-foot sidewalks on the south side and 10-foot planting strip between curb and sidewalk,and 6-foot Integral sidewalk on the north side. This would also include a median with an estimated cost of$526,000 more than the basic project. After discussion,moved by Ranna/Roalman to give conceptual approval of the combination of Alternatives 3 & 4 to evaluate opportunities for sidewalk.alternatives; look at appropriate egress and ingress at the south side of Orcutt; support conceptual approval of the Laurel/Bullock Intersection; and inclusion of a transit shelter. Motion tarried (3-1-1,Mayor Dunfn voting no, CounciTman Reiss absent). Comm C.I.Councilman KOal vq Xd the request by PI ommission Chairperson Gil Hoffman regarding Planning Commissioner attendance be a Upon general consensus, Council Liaison Subcommittee directed to review this issue ng back to Counct sary. Afikzlll 2 U I MEETING DATE: 1411l�1i13 City 0f Sam. JS.OB.1Sp0 Aug. 27, 1991 �`A' ITEM NUMBER: MaZa COUNCIL AGENDA REPORT° FROM: - David F. Romero, Public Works Director PREPARED BY: Wayne Peterson, City Engineer� David P. Pierce, Projects Manager SUBJECT: Orcutt Road Widening - Design Alternatives CAO RECOMMENDATION: By motion, receive a report on options and adopt option 4 directing staff to follow through with appropriate acquisition and design. REPORT IN BRIEF: The City Council has asked for information about alternatives for providing a more attractive design for Orcutt Road and also the possibility of inclusion of separated bike paths. The staff prepared the following report which gives the cost of providing •a more attractive roadway. It takes more right-of-way to allow for landscaped medians and parkways which both look good and can be maintained. The Council is asked to determine which alternative they prefer. Staff recommends Alternative 4 as the best choice. The report discusses the possibility of placing a class 1 bike path along the south side of the road and recommends against it for several reasons. BACKGRO=M: : During the budget session, City Council asked staff to look at options ; for the development of. Orcutt Road which would address traffic, trees, ' landscaping and bicycles. The basic design for Orcutt Road that the staff has been working _with was adopted by the Council in 1964 and it minimally meets all the needs. Orcutt Road is included in the Circulation Element as an Arterial_ Street. A setback line plan for the street was first adopted by the Council January 2,_ 1964 and later amended February 26, 1982. . Development of the segment from Broad Street to Laurel Lane is being accomplished as development takes, place on the fronting properties. The setback line maps provide for the eventual construction of 'a grade separation structure at the Southern Pacific Railroad tracks. The street improvements and plan lines generally conform to requirements established in the City Municipal Code (Section 16. 36. 140 - Street Requirements) . Currently the Municipal Code requires arterial street right-of-ways to be 86 to 94 feet and the improvements to consist of two travel lanes of 121. in each direction, a center left turn lane, 5' bike lanes on each side, no curb parking, and 6 ' sidewalks on each side, with the right-of-way is to extend 2 ' beyond the back of sidewalk. Since the setback line for Orcutt Road was adopted before this standard was adopted, the right-of-way is slightly narrower and the traffic- lanes are only 11 feet wide. Right-of-way on the south side of Orcutt Road between Broad and the railroad has been acquired for the adopted street section. Several years ago the city negotiated the acquisition of the land required for 0-13 city of saa-1 , lis oBispo MmMs CDUNCiL AGENDA. REIDR i the future grade separation and has been paying on an option which goes toward the purchase price. The city has paid $125, 000 toward the $256,000 purchase price, with.the* final .$131, 000 payment due next year. i Most of the right-of-way on the north side of the street has been acquired except for a small portion immediately east of McMillan Road. The 1991-93 budget includes funds to make the final $131, 000 payment for the right-of-way on the south side of Orcutt Road: and west of the tracks for the future grade separation. A portion of the remaining ! current budget request ($60, 000) is to acquire a small portion of the frontage of the Bullock property located on the south side of Orcutt i I Road east of the tracks. The eventual construction of a grade separation will require the purchase of the entire site. The current I purchase allows the home to remain and the street to be widened to the setback line plan, 64 feet curb to curb as it is to the east of this j parcel. The portion of the $60, 000 remaining after the purchase will be available for construction work at this location, for widening and improvement of the railroad crossing, and for widening the roadway between these two locations. DISCUSSION: The Council has asked staff to consider the possible inclusion of a class 1 (separated) bike path, and more landscaping in the project. • - The following discussion considers alternatives. The source of much of the following discussion comes from meetings of a staff committee that has been investigating how we can- add landscaped medians to many of our existing arterial streets. The committees actions and recommendations have been delayed because of other pressing activities in the Community Development Department and the drought. Alternative Right-of=way Widths : Cross sections for four additional alternative right-of-way widths have been developed. - The significant difference between the alternatives is the amount of land that can be dedicated to landscaping, The traffic capacity and the amount of asphalt surface is essentially the same,: but divided by different amounts of landscaping for each alternative. All plans have two travel lanes in each direction and either a center 2- way left turn lane or median and left turn pockets at each intersection: " city of Sall ` 41S OBISPO -_ COUNCIL AGENDA REPORT ADOPTED SETBACK LINE PLAN - ALTERNATIVE (*1 64. 0 5. 0. 5.0 11 . 0 . 11 .0 10.0 , 11. 0 11 .0 , 5. Q *S. 0 LANE LANE MEDIAN LANE LANE i SIDEWALK �^ I I YI. 'INTED ICEDIAN IStDEUALK 81KELANE i ALTERNATALTERNATIVE9IKELANE i RAISED MEDIAN ALTERNATIVE Adopted Setback Lines - Minimum right-of-way to handle the traffic. Description: Right-of-way width: 84 feet Travel lanes: Two each it-foot lanes in each direction I Left turn: 10-foot center left turn lane *or 6-foot wide raised median, except at turn pockets Bike lanes: 5-foot Class IIB bikelanes on -each side Parking: None - Sidewalks: 6-foot sidewalks on each side next .to curb r Landscaping: Edge- -. Trees and plantings in 4-foot strip behind sidewalk and on adjacent property: *Median - a limited planting: is possible-. on a raised median that would provide a planting area that is 5 feet between .the back. of curbs. - No trees should be. 1 planted in this median, since•.trees in- a narrow median create an extra hazard for motorists and the roots disrupt the curbs and pavement. Cost: With the landscaping and median included, this would cost about $64, 000 more than the basic• project. (All estimates are for the area between Broad Street and Laurel Lane and are relative to the basic project. ) Pro: Provides effective traffic movement Requires minimum land area dedicated to right-of-way Requires minimum city expenditure Minimizes future city landscape maintenance cost Con: Strictly a utilitarian design Trees along edge of right-of-way are relatively far fro., roadway Landscaping is left to the adjacent property owner Opportunity to plant trees in median is lost g-1s �fT[r l' j 11p CIW O� san.1 ills OBISPO MaMa COUP\ C AGENDA RE[ .3R e ALTERNATIVE NUMBER 1 - Minim ihi. right-of-way with tree planted, ( median. - S.0, 5.a 11 .0 , 13.0 I 15.0 , 13.0' 1 11 .0 , S.R• 5".0 I 4 LANE I LANs IMED'I AtV I LANE I LANE I I I I SIDEWALK � ! ��S I DEWALK I HIKELANE ! HIKELANE i Description: Right-of-way widthi ' 93 feet Travel lanes: One 11-foot and one 13-foot lane .in each direction. Left turn: 15-foot median with left turn pockets at intersections. Bike lanes: 5-foot Class IIB bike lanes on each side Parking: None Sidewalks: 6-foot sidewalks on each side next to curb Landscaping: Median - Trees and shrubs in center of islands and low shrubs adjacent to left turn pockets. Edge - Trees and plantings in 4-foot strip behind sidewalk and on adjacent property Cost: Estimated $209, 000 more than basic project. (Includes added- right-of-way. ) Pro: Provides effective traffic movement Provides narrow raised median to define left turn pockets and to prevent traffic .from making left turns except at designated intersections Provides a median planting area that is 14 feet wide between left turn pockets. This will allow trees to be planted. Con: New" setback line nap must be adopted, additional property acquisition required and EIR determinations made. :.:. At the left' turn pockets- the median is only 2 feet wide and will have to- be hard surfaced: : Future landscape maintenance cost is increased. Trees planted along edges of right-of-way are relatively far from roadway. - - • .Property owners may object to limited driveway access. v r�� MY O� Sall " IIS OBISPO CGUNCa=, AGENDA REE-CRT ALTERNATIVE NUMBER 2 Median for significant plantings to include grouping. of trees. 100.0 I 6.0, 5.Q 19.0 , 13-.o ; 22.0 , 13.0 1 11 .0 , 5. LANE LANE N E D:I AN LANE LANE i ------------ i I 1 SIDETALK 0 i SIDEWALK I i iSIKELANE I EIKELANE Description: Right-of-way width: 100 feet Travel lanes: One 11-foot and one 13-foot lane in each direction Left turn: 22-foot median with left turn pockets Bike lanes: . 5-foot Class IIB bike lanes on each side Parking: None Sidewalks: 6-foot sidewalks on each side next to curb Landscaping: Median - Trees and shrubs in center of islands and low landscaping adjacent to left turn pockets. Edge.- Trees and plantings in 4-foot strip behind sidewalk and on adjacent property I Cost: Estimated $347, 000 more than the basic project. (Includes right-of-way cost. ) Pro: Provides effective traffic movement Provides a good potential for all types of plantings on the median Con: Trees along edge of right-of-way are relatively far from roadway. Z. New setback line maps must be adopted, additional property acquisition required and EIR determ_inat .ons made. Increased costs of landscape maintenance Property owners may object to limited driveway access. I I i 1 i j � '.II. 1 O �a?� I'� C)ty iS 061Sp Sail, �l AGENDA RMORT. ALTERNATIVE NUMBER:- 3 Median and edge, plantings to include grouping _of trees and detached sidewalks. 114.0 4.Q 10.0 8.0 11.0 13.0 I 22.0 , 13.0 I 11.0 , 8.0 , 10.0 ,4. II LANt I _ LANE I MED IAN I LANE LANE I I 5 I DEu'AL� i 51 D"cti'ALK I BIKELANF- /1 EIKELANE • I Description: i Right-of-way width: 114 feet i Travel lanes: 11-foot and 13--foot -lane in each direction. Left turn: 22=foot median with left turn pockets Bike lanes: 8-foot Class IIB bike lanes' on each side Parking: None Sidewalks: 4-foot sidewalks on each side with a 10-foot. planting strip between curb and sidewalk Landscaping: Median - Trees and shrubs in center of islands and low groundcover adjacent to left .turn pockets. Edge - Trees and plantings in 10 foot strip between curb and sidewalk. Trees and shrubs between curb and sidewalk - Cost: Estimated $592, 000 more than the basic project. (Includes right-of-way costs. ) Pro: Provides wider bike lanes which are desirable on streets with high traffic volumes Provides effective traffic movement Provides a good potential for all types of plantings on the median. and at the edge of the street The general appearance of the street is improved. There is sufficient planting area .to limit damage to pavements Provides opportunity for the maximum length- of planted median. Con: Right-of-way acquisition will be required. A new setback' line map and EIR determination is required. Increased cost of right-of-way Increased. costs of landscape maintenance Property owners may object to limited driveway access. Existing improvements will be removed and replaced on' the north side of the street. City OF SAN `- IS OBISPO .. COUNCIL AGENDA REPO€i ALTERNATIVE 4 Similar to Alternate 3 accept north side curb and parkway is unchanged from current configuration. (10 ' feet wide with contiguous 6 foot sidewalk and trees behind the sidewalk. Description: Right-of-way width: lio feet Travel lanes: ll-foot and 13-foot lane in each direction. Left turn: 22-foot median with left turn pockets Bike lanes: 8-foot Class IIB bike lanes on each side Parking: hTone Sidewalks: 4 foot sidewalks on south side with a 10 foot planting strip between curb and sidewalk, .and 6-foot integral sidewalk on north side. Landscaping: Median - Trees and shrubs in center of islands and low groundccver adjacent to left turn pockets. Edge - Trees and plantings in• 10 foot strip between curb and sidewalk on• south side. Trees behind sidewalk on north side. i Cost: Estimated $526, 000 more than the basic project. (Includes right-of-way costs. ) Pro: Provides wider bike lanes which are desirable on streets with j high traffic volumes Provides effective traffic movement { Provides a good potential for all types of plantings on the median and at the edge of the street The general appearance of the street is improved. There is sufficient planting area to limit damage to pavements Provides opportunity for the maximum length of planted median. Existing improvements will not be removed and replaced on the north side of the street. Avoids removal and replacement of existing improvements on the north side. con: Right-of-way acquisition will be required. A new setback line map and EIR determination is required. Increased cost of right-of-way Increased costs of landscape maintenance Property owners may object to limited driveway access. Trees. on the north side of the. street will be slightly further .from .the traffic lanes. Pedestrians will be walking adjacent to the bike lane on the north side. Or `ar 11C OBIS PO YYp ^ ORT . NOA CLASS 1 BIKE LANES A Class 1 bike lane is a mini-roadway set aside. only for bicycles. Typically these `roadways' are placed in areas where they will not have to interact with automobiles on a roadway -accept at infrequent intersections. The existence of driveways, minor street crossings and j in this case the railroad, will make the design of the bike lane very i difficult. Care must be exercised by the motorist and the bike rider at each conflict point. Some of this cross traffic will be coming from behind the bike rider if there is a right-turning car and the bike lane is near the street. Vehicles entering the street backing out of a driveway will need to be able to observe a bike coming in the bike lane' s before they can safely enter it and cross it to enter the street. Then the bikes are in the street adjacent to the curb it is a little easier , for the motorist to be able to see them and also watch oncoming auto j traffic. Before a turning -vehicle clears the street intersection it enters.a second intersection with the bike lane. The driver making a left turn must verify that a turn is safe with regards to oncoming traffic, cross traffic, and traffic in both directions on the parallel bikeway. The driver making a right turn must verify that a turn is safe with regards to cross traffic, and traffic in- both directions on the parallel bikeway. The same kind of conflicts occur with pedestrians on the sidewalk but with one significant difference--the pedestrian is moving less than one fourth as fast as a bicycle. If the intersections are signalized, the separate bikeways must be included in the signalization and time must be allowed for the bike movements. This decreases the capacity of the intersection leading to increases in. congestion. It also makes the signal project much more expensive and unique. If a Class I bike lane is provided on one side of the street, bicycles ` entering the street at any given point must be given a way to proceed to an intersection that will allow them to get to the Class I bikeway and to--permit travel to destinations that are not adjacent to the Class I bikeway. The currently adopted city bike plan reads as follows: "New separated bike paths (Class I) are not proposed because of- the safety problems they may create. " Staff does not recommend one in this particular instance because of conflicts with driveways and intersections. Caltrans Highway Design- Manual section on Bike Paths recommends against a Class 1 bike path adjacent to a street because many ,bike riders will find it less convenient and will continue to ride in the street. This is verified by city experience on Madonna Road, South Higuera Street and Tank Farm Road where Class I bike paths exist. If a Class 1 bike path is still desired it can be built. Staff would recommend that it be placed adjacent to the sidewalk on either side of the street and that the lanes be one-way only. The entry ramps at intersections should be designed like street entry and not like _ handicap ramps. The paths should be straight and should have stop signs for .the bikes at each intersection. They should be 5 feet wide - g-ao City O� Sdil,' •,(S OBiSP0 i iil j ijl' :jill ®® COUNCIL AGENDA REPORT . with a 2-foot shoulder on either side. The path should be 5 feet set back from the curbs and should be between the street and the sidewalk. The additional cost of adding a Class 1 bike path as described is estimated at about $250, 000 if added to any of the alternatives, This is a P logical lace to look at providing a better than average g situation for the .bicycle since this is the southerly limit of the proposed rails/trails bike way along the SPRR. Rather than a separated i bike road staff feels that the proposed 8 foot wide bike- lane in the street will to a better job in meeting the bicyclist's needs of providing a convenient connection from Orcutt Road to Broad Street and to Bullock Lane. i I I SUMMARY: j In summary, all of the richt-of-way alternatives .will accommodate the i circulation needs of vehicles and pedestrians. Expanding. the right- of-way will allow for more landscaping and,. in the case of Alternative -43 and 4, safer (wider) bike paths. The Council must consider whether the medians, broader parkways and increased landscaping to provide a softening of the visual impact of paved areas are worth the disruption inherent in changing long adopted master plans and the increased cost in acquisition, development and maintenance inherent in the more attractive street section., The Council may also wish to consider whether this is the priority are;, for expenditure of limited City funds available for development of -I landscaping and tree planting on City streets. FISCAL IMPACT: IThe estimated current cost for street work that would be- the city's responsibility on orcutt Road between .Broad and Laurel Lane. is: Pave out $450, 000 - This may be a developer cost. Railroad crossing 250, 000 Area east of railroad 100, 000 Culvert extensions 205, 000 Blanket after widening 385, 000 Total: 11390, 000 The additional cost to the above costs implied by each of the alternatives is: Add minimum medians $64, 000 Alternative 1 209, 000 Alternative 2 347, 000 Alternative 3 592, 000 Alternative 4 526, 000 Add Class I bike path 250, 000 on south side of road. 1 The source of the funds for this project is the General Fund. g-a � cltY 0�- Sdr�:'_=PIIS OBiSpO :.a. COUN ' AGENDA REPORT RECOMENDATION: If new standards are to be required of this street, it is imperative i that they be established before additional development takes place on the south side of the street making right-of-way more diffidult and i expensive to obtain. Staff recommends the Council consider the alternatives, and choose alternative 14, and direct staff to follow through = implementation. Attachments: Typical cross section options considered. 1111 Estimates. Plans of alternatives. Typical landscaping elevations of alternatives. (Full size studies were only done of the existing modified and j alternative) I _ I i g-ate RE_C01•21•ENDED ALTERNATIVE >' ; fes , zv` �I I I �• I I F .1J � Y L Ii Z Z y : U Yom. N n.� i L O - V Q � • :III ! Ii11ii E RECO-12MMINDED ALTERNATIVE z 1, T TI ri z z < . I ..I . I p .4 iy i r }• S \\I , , Z `• a. I Ar PI /r • / I ell LL ♦ I \`� ,:.L� j f l '�V� •fit'► .e :t �/� J • I{I � I I 71 . h � . G i - o DIU; : U � Qc a to E" ila 4 4r'jL r 1z I CD r; T 41 i C-4- V � I _ g-as_- _ I 1` C7 L v E.H o L;� c i Q 00 F z C �. O .! • I L.h i ' z i � •w eI zl x iY +• .Z.' 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Similar to Variation I, the closure of the Broad Street on-ramp would improve traffic flow on U.S. 101 in the immediate vicinity. No other impacts are anticipated. This variation would therefore have minor beneficial impacts as compared to the "standard" Proposed Project. Variation K. Sacramento Drive extends to Orcutt Road. The extension of Sacramento Drive would allow direct access to service and manufacturing areas from Orcutt Road, an area previously accessible only from Capitolio Way or Industrial Way. The extension-of- S acramento Drive is designed to relieve Broad Street in the immediate vicinity. Sacramento Drive would carry about 4,000 ADT and operate at peak hour LOS of C-D. While it would reduce traffic on Broad Street by 3,000 (from 74,000 ADT to 71,000 ADT), that roadway would still operate at LOS F. The extension of Sacramento Drive would traverse sensitive biological resources, which would be significantly impacted. The t*afFrc benefits are outweiehed by adverse land-.- use an biologic impacts. This variation is not recommended. Variation L. Prado Road overpass constructed at Higuera Street. The construc- tion of a Prado Road overpass at Higuera Street is designed to relieve anticipated congestion on eastbound Prado Road where it intersects FEguera Street. While this overpass would improve peak hour traffic at this point from.LOS F to E, a significant impact with respect to traffic flow would remain. ' As compared to the "standard" Proposed Project, this variation would be beneficial from a safety standpoint Variation M. Prado Road freeway ramps improved to two lanes. This variation would presumably encourage motorists to use the Prado Road freeway interchange instead of the Madonna or Los Osos Valley Road ramps. The traffic model indicates that its circulation impacts are negligible. Slightly more peak hour congestion would be experienced on Elks Lane (LOS E, northbound), and correspondingly less congestion would occur on Higuera Street north of Madonna Road (also LOS E). b. Alternative 1 (LU= ; C<) 1. Traffic Volumes and Levels of Service. Impacts would generally be similar to what would occur under the Proposed Project (see Section 6.3.3.2.a), except for along the corridors discussed below: • U.S. Highway 101. U.S. 101 would not be widened under this alternative. Through the city, peak hour LOS of E-F would be typical upon buildout, which is worse than what would result under the Proposed Project. A significant impact would occur. 9143sJ 6,3-32 g�� Vineyard & Winery 23 April 1993 City of San Luis Obispo �- 955 Morro Street San Luis Obispo, Ca 93401 / +" c. 2� T ATTN: Mr. Michael D. McCluskey, D Y " Dear Mr. McCluskey: This letter will confirm our recent discussion regarding my displeasure with the potential widening of Orcutt Street between Broad and the railroad tracks. Specifically, staff has apparently been directed by the Council to adopt alternative 4 from the 27 August 1991 memo written by David F. Romero. I understand that there has not been a discussion and cost estimate of this project by the current staff and the current council. In the arena of inadequate revenue to support "needed" city projects, the consideration of a project of this magnitude in such a minute area of the city does not seem to be economically justifiable, regardless of who will pay the costs. A 23' wide median when a 15-16' is considered large, two 9' bike paths, when 4-6' would satisfy most of us bikers, a 10' wide parkway when our project has extensive landscaping should suffice. 1 I also believe that the sidewalks should be larger than shown. I would further like to propose that the city enter into a cost sharing arrangement with me to provide a lighted walkway within the creek setback on the west and southern ends of our project. This pathway will add extensive walking area and allow the tenants and local residents to fully enjoy an area we plan on being proud to show-off. Overall, I believe that shortening the project from the 110' by eliminating the parkway ALTOGETHER (since trees will create street problems, eventually and the parkway will have to be maintained) plus 8' median reduction, plus 3' bike lane reduction, and increasing the sidewalk 2', will reduce the city's land acquisition costs significantly without losing the intention of the beautification and use! This proposed widening, if adopted, unless co-ordinated with adjacent projects, will not add significant enhancement to the city since it appears to be an isolated project. For the extensive costs involved together with the properties isolation from comparable projects, dictates a more businesslike analysis to determine if this is cost beneficial to the city residents. Sincerely, Norman J. Beko, The SLO Partners 4330 Santa Fe Road •P.O. Box 3459 • San Luis Obispo, CA 93403.3459(805)549-WINE(9463) • FAX(805)546 1